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Modified IJMPERD International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) ISSN (P): 2249–6890; ISSN (E): 2249–8001 Vol. 10, Issue 3, Jun 2020, 5629–5638 © TJPRC Pvt. Ltd. EXPERIMENTAL AND COMPUTATIONAL DESIGN AND TESTING OF A VALVE LESS PULSEJET ENGINE FOR THE APPLICATION OF MICRO AIR VEHICLE 1 2 3 Dr. SREENADH CHEVULA , DHANA TEJA NALLIBOYANA , Dr. A.P. HARAN & SATYA PRASAD 4 MADDULA 1,4 Department of Aerospace Engineering, GITAM (Deemed to be University), Rudraram Mandal, Hyderabad, Telangana, India 2Department of Aeronautical Engineering, Mallareddy College of Engineering and Technology, Secunderabad, Telangana, India 3Park Research Cell, Park College of Engineering and Technology, Kaniyur, Tamil Nadu, India ABSTRACT Pulsejet engines are the different forms of jet propulsion engines (without rotary components) for air and ground vehicles. In the classification of the pulsejet engines, valveless pulse jet engines contain less weight and able to result in more thrust to weight ratio. Concerning the air and ground vehicle applications, valueless pulsejet engines are used in go-karts, UAVs, MAVs, missiles, and drones. In general, the Micro Air Vehicle designed with a small piston engine with propellers to obtain driving force. But this type of propeller engines has altitude limitations. To overcome these Original Article Original limitations, in the present paper, an attempt has been made to develop a scale down working model of valveless pulsejet engine, which can be used for an alternative solution for the propulsive applications of a Micro Air Vehicle (MAV). At the initial level of this work, the general geometrical and payload conditions of the MAV have been considered. The operational conditions of the MAV’s will enable us to understand the required parameters such as flow field inside the combustion chamber and the required pressure rise within the combustor (to provide the necessary propulsive force). Finally, the work in this paper has been focused on the CFD analysis of the combustor of the valveless pulse jet engine. This work also aimed to design a prototype of a valveless pulse jet engine which can able to produce a propulsive force of 20 Newton’s. KEYWORDS: Pulse Jet Engine, Valve Less Pulsejet Engine, Micro Air Vehicle Thrust, CFD Analysis of Pulse Jet, Design of Micro Air Vehicle & Design of Valve Less Pulsejet Engine Received: Jul 24, 2019; Accepted: Aug 16, 2019; Published: Jul 30, 2020; Paper Id.: IJMPERDJUN2020536 INTRODUCTION In general, jet engines like turbojet, turboprop, turbofan, and turboshaft engines contain many moving or rotary components which will gain the weight factor of entire air vehicles. As a result, more fuel will be consumed in the flying operations, which also increases the economical means. To overcome this problem, an alternative propulsive device is introduced into aviation with no moving or less moving parts [1] [2] [3] [4]. Such devise is known as pulse jet engines. Based on the design and operational requirements, the pulse jet engines have been classified into two types, namely, valved and valveless pulsejet engines. Firstly, in a valved pulsejet engine, a mechanical valve will be assembled in front of the combustion chamber to control the expansion of hot gases towards the intake of the engine and also force the same hot gas flow towards the tail part of the engine (to produce required thrust). Due to the arrangement of this mechanical valve and the vacuum created by the fuel-air mixture exploration in the combustion chamber, a very good possibility to obtain the rich air-fuel mixture at the intake area. In the design of the valved www.tjprc.org SCOPUS Indexed Journal [email protected] 5630 Dr. Sreenadh Chevula, Dhana Teja Nalliboyana , Dr. A.P. Haran & Satya Prasad Maddula pulse jet engine mostly, daisy value and rectangular valve grid are widely used by the designers [4] . The presence of these mechanical valve mechanisms in a valved pulsejet engine, there is a possibility of popping up the “unexpected interruptions in the jet pulses” and “less efficiency of the engine”. To overcome the interruptions in jet pulses, and less engine efficiency, in the present work, designing of a vale less pulsejet engine (which is the second type of pulse jet engine) has been chosen. In most of the reaction engines, the thrust force has been obtained by the high internal pressure generated in the combustion chambe rs [5] . But the working principle of the valveless pulsejet engines is based on the alternation of pressure without using any mechanical values or devices. Considering the design of valveless pulsejet engines, it is a simple tubular structure that can obta in natural acoustic resonance. In both types (Valved and Vale less) of engines, the exhaust hot gases (Hot jet streams) are generated by the expansion waves, caused by the explosion of the fuel -air mixture in the combustion chamber [3] . THERMODYNAMICS OF PULSEJET ENGINE The pulse-jet engine is an internal combustion engine without any mechanical compression process in the design or operational levels. As a result of no compression process, pulse jet engines will obtain very low thermal efficiencies compare to other cycles such as Otto and Diesel cycle. Below Lenoir Cycle and Humphrey Cycle can explain the functioning of the pulse jet engines [5] c to a - constant pressure compression d to b- constant pressure compression (with isentropic compression) a to b - constant volume heat addition b to c- constant volume heat addition(with isentropic compression) b to c - adiabatic expansion c to d- adiabatic expansion (with isentropic compression) Figure 1: Lenoir Cycle of Pulsejet Engine [5] Figure 2: Humphrey Cycle for P ulsejet Engine [5] With respect to the thermodynamic analysis of pulsejet engine, isentropic expansion can be obtained by the compression from free stream to the stagnation pressure so that the combustor (hot air gas chamber) is at stagnation condition and the exit flow condition is a free stream condition, i.e, γ γ − γ −1 P 1 2 1 =()1 + M (1) 0 2 P0 In terms of temperature γ − T 1 2 1 =()1 + M (2) 0 2 T0 At the opening of the valve, the velocity of the air towards the combustion chamber is at nearly sonic speed, i.e the Impa ct Factor (JCC): 8.8746 SCOPUS Indexed Journal NAAS Rating: 3.11 Experimental and Computational Design and Testing of a Valve Less 5631 Pulsejet Engine for the Application of Micro Air Vehicle pressure at inlet throat P2will approximately be, 1 P= P (3) 22 1 and the shape of the diffuser can help to obtain a small amount of kinetic energy in the form of a pressure energy. If T1 and T2 are assumed as a temperatures of the and initial stage and hot stages of gas, and T2also denotes the = total energy of the gas in rest stage, then there will be no heat losses take place i.e, T2 T 1 (4) In the combustion process of the fuel air mixture at constant volume condition, the added heat ( h) will be 1 T ='() −= ' 1 − 2 hCTTv3 2 CT p 3 (5) γ ' T3 In Equation (5) the prime quantities are nothing but combustion products at constant volume cycle then, T P 2= 2 (6) T3 P 3 1 P =' 1 − 2 From Equation (5) and (6) h Cp T 3 (7) γ ' P3 The discharging of the hot air gas can be calculated based on the assumptions of isotropic steady expansions between the combustion chamber pressures P to atmospheric chamber pressure P0. In the creation of the pulsed thrust, the air fuel explosion in the combustion chamber will remove the mass in the chamber, which is also leads a drop in the chamber pressure. If there is no heat losses towards the atmosphere, the expansion of the gases in the combustion chamber is consider as isentropic. The total impulse of the pulses can be calculated based on the slow discharge (due to the large combustion chamber and very small discharge nozzle design of pulsejet engine) instead of a rapid discharge. Assume that v is the discharge velocity with respective to P then ' γ −1 2γ P P γ v = − 1 − 0 (8) γ ' −1 ρ P From Equation (8), the impulse caused by the discharge dm will be dI = vdm (9) Where m is the mass (before the removal of dm ) m− dm P+ dP The density and pressure ratios of chamber (before and after removal of dm )will be and m P γ P+ dP m− dm respectively, and the combustion process in the chamber is isotropic then = . If we neglecting high order P m terms then dm dP γ = − (10) m P www.tjprc.org SCOPUS Indexed Journal [email protected] 5632 Dr. Sreenadh Chevula, Dhana Teja Nalliboyana , Dr. A.P. Haran & Satya Prasad Maddula From Equation (10), it can be observed that the discharge dm is the cause for the reduction in the chamber pressure. As well-known equation for the mass of gas inside the chamber is m= ρ V (11) Where V is the volume of the combustion chamber. From Equation (11) introduce the dm value in Equation (9) to obtain value of dI thus, ' γ −1 ' (2)γ PP γ 1 dP dI=1 − 0 ρ V (12) (γ− 1) ρP γ P From Equation (12) it can be observed that, the total impulse based on the discharge can be obtained by the integration with the range of pressure variations P3 to P 0. γ ' −1 1 (2)γ ' P1 1 P γ 1 = ()ρ 3− 0 η I V ' 1 ' d (13) γ 'γ ' − 3 ρ ∫ γ−1 γ − 1 ( 1) P P 30 ηγ 3 η γ P3 P P Where η = .
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